Fuel and Lubricant Additives and Methods for Improving Fuel Economy and Vehicle Emissions

ABSTRACT

An additive includes a calcium source, a suspension agent, a castor oil, and optionally a castor supplement/replacement. In many embodiments, polyalphaolefin is included. The preferred suspension agents are fatty acid esters, triglycerides or other, with a pour point/melt point from about 5 degrees C. to about 50 degrees C. Suspension agents of particular interest are: 1) polymerized ester(s) of ricinoleic acid (polymerized ester(s) of 12-Hydroxy Oleic Acid), 2) polymerized ester(s) of 12-Hydroxy Stearic Acid, 3) waxy esters of ricinoleic acid, 4) palm oil, 5) palm-olein, 6) coconut oil, and 7) jojoba oil. The waxy esters may result from polymerization of shorter carboxylic acid monomers. The additive may be used in fuels to improve combustion engine performance in terms of efficiency and emissions. Polyalphaolefin may be important, especially in additive formulations for diesel fuels, for NOx reduction. The additive may be used in lubricants that improve performance of both ferrous and non-ferrous metal components of engines, guns, or other machinery. The additive also may be used in cutting fluids for machining and fabrication. Used in conjunction with other additives, embodiments of the invention may be used to lower pour points in oils, esters and other similar products.

This application claims priority of U.S. Patent Application No.60/702,420, filed Jul. 25, 2005, and U.S. Patent Application No.60/782,091, filed Mar. 13, 2006.

FIELD OF THE INVENTION

The invention relates to additives for motor fuels that improvecombustion engine performance, especially in terms of efficiency andemissions. The invention also relates to additives for lubricants thatimprove performance of both ferrous and non-ferrous metal components ofengines, guns, or other machinery. The invention may also relate toadditives for cutting fluids used in machining and fabricating, as wellas mining and other similar cutting, shearing, and grinding applicationsthat benefit from ease of cutting and lower temperatures. The inventionmay also relate to additives for pour point depressants. The inventionmay find other applications in various fuels, oils, esters, grease,pasty compounds such as cosmetics, as well as other fluids andsemi-solids.

BACKGROUND

Ritter, in U.S. Pat. No. 5,505,867 (issued Apr. 9, 1996), disclosescompositions of matter for inclusion in fuels and lubricants thatinclude overbased sulfonates, jojoba oil, and castor oil. A combinationof these components, when added to lubes oils for metals, was found toprovide superior lubrication performance. A combination of thesecomponents, when added to automotive diesel fuel, was found to providesuperior power, lower fuel consumption, and lower smoke emissions. Acombination of these components, when added to 95 Research Octanegasoline, allowed a single-engine aircraft engine to perform withoutincipient detonation even while “leaning” the fuel by 20-25%.

Many other patents and products attempt to improve engine performanceand lube oil performance, with varying success. Many commercial productsare available from the major oil companies and from smaller specialtyproducers that tout improved engine performance and life due to removalof deposits, prevention of deposits, lubrication of engine metalsurfaces, removal of water droplets in fuel, or rust inhibition.

Still, the present inventors believe that improvement in fuel additivesand lubricants is needed. Embodiments of the present invention meet thisand other needs.

SUMMARY OF THE INVENTION

Objects of the invention include improving the combustion performance offuels, so that fuel economy is increased and harmful emissions arereduced. Further objects of the present invention include improving thelubricating value of fuels, and improving performance of lubricants inhigh velocity contact of metals. Other objects of some embodiments ofthe invention include enhancing pour point depression in diesel fuels.Invented compositions of matter are provided as additives for fuels andlubricants, wherein said additives enhance said combustion performanceand lubrication, and fulfill some or all of the above objects.

The additives of the invention comprise a calcium-containing component,castor oil, a suspension agent, an optional castor supplement/partialreplacement, and, in many embodiments, a polyalphaolefin component.Preferred calcium-containing components are overbased calcium sulfonate,calcium carbonate, and other liquids and powders containing calciumsulfonate and/or calcium carbonate. Preferred suspension agents (alsocalled herein “bonding agents”) are fatty acid esters, triglycerides orother, with a pour point/melt point between about 5 degrees C. and 50degrees C. Especially-preferred suspension agents are waxy esters ofricinoleic acid, palm oil, palm-olein, coconut oil, and jojoba oil.Preferred castor supplement/partial-replacements include sulfated castoroil, soy methyl ester, canola oil, and pour point depressant.

In embodiments used with fuels, the invented additives may be formulatedfrom components only from the above lists, or may include othercomponents such as conventional fuel additive packages, and theadditives may be used with fuels that themselves include other additivepackages. In embodiments used with lubricants or as lubricants, theinvented additives may be formulated from components only from the abovelists, or may include other components such as conventional lubricantadditive packages, and the additives may be used with lubricants thatthemselves include other additive packages. In embodiments used withpour point depressants, the invented additives may be formulated fromcomponents only from the above lists, or may include other components;the invented additives may be used to enhance pour point depressantsused with biodiesel fuel or diesels containing biodiesel, and mostpreferably, the invented additive is mixed with the pour pointdepressant before the mixture is added to a biodiesel orbiodiesel-containing fuel.

While particular uses of the invented additives are described herein,other uses may become apparent over time. Further, particular preferredformulations are described here, but other formulations according to theinvention may be effective within the broad scope of this disclosure orwithin the broad scope of the priority documents for this application,specifically U.S. Patent Application No. 60/702,420, filed Jul. 25,2005, and U.S. Patent Application No. 60/782,091, filed Mar. 13, 2006,which are incorporated herein by this reference.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Embodiments of the invented composition may be formulated for use alone,blended into fuels, lubricants, treatments, or cutting oils, or blendedinto additives or pour point depressants for said fuel, lubricants,treatments, or cutting fluids. Embodiments of the invented compositionmay improve combustion and/or operation of combustion engines, resultingin improved miles per gallon and/or improved emissions. Embodiments ofthe invented additives may improve fuel lubricity, resulting in lessengine wear and increased engine efficiency. Additives according to theinvention comprise a calcium-containing component; castor oil; asuspension agent; an optional castor supplement/partial replacement,and, in many embodiments, a polyalphaolefin component.

The calcium component may be calcium sulfonate, preferably an overbasedcalcium sulfonate, but the inventors have also found that calciumcarbonate may be effective, in place of, or in addition to, calciumsulfonate. Many calcium sulfonates and overbased calcium sulfonates areknown (see, for example, U.S. Pat. No. 5,505,867 Related Art), and areavailable commercially, for example, from Crompton Corporation/GreatLakes Corporation (Chemtura). Particularly preferred calcium sources areC-400™ or C-400-C™ or C-400-CLR™ overbased calcium sulfonates fromCrompton Corporation/Great Lakes Corporation (Chemtura). Crompton C-400™or C-400-C™ or C-400-CLR™ have been found to be excellent calciumsources in the form of liquids that do not exhibit calcium particle sizeproblems by plugging fuel filters.

The inventors have experimented with magnesium sulfonates, and havefound them to be effective, except that they typically leave deposits incombustion chambers on the head, valves, spark plugs, etc., to the pointthat the deposits on the spark plugs “ground out” the spark plugs.Therefore, including magnesium sulfonates instead of, or in addition to,calcium sulfonates may not be practical and are therefore not preferred.The inventors have experimented with barium sulfonates, but have notfound them to be effective, for example, because they appear todecompose at the temperatures of interest in combustion engines toproduce undesirable emissions. In preferred embodiments, therefore, onlycalcium-containing components are used, rather than other alkaline earthcomponents and rather than other alkaline earth sulfonates.

The inventors believe that many, if not all, polyalphaolefin compoundswill be effective in the preferred additives. The polyalphaolefins arepreferably not hydrogenated for use in the preferred additives. Specificexamples of preferred polyalphaolefin compounds that have been effectivein the below-described tests and examples are SYNTON™ PAOs (such asSYNTON-40™ and SYNTON-80™) available from Crompton Corporation/GreatLakes Corporation (Chemtura), and DURASYN™ PAO's available from BPAmoco.

The suspension agents, sometimes called “bonding agents” by theinventors, are believed to be critical in keeping the calcium-containingcomponent, whether calcium organic (example: sulfonate) or inorganic(example: carbonate) salt, in suspension in the vegetable oils of thepreferred additives, and also in the final fuel-additive blends and thefinal lubricant-additive blends. The inventors note, in the case ofoverbased calcium sulfonate being suspended in additive-fuel oradditive-lubricant mixtures of the invention, that both inorganic (thecarbonate “overbased” portion of the overbased calcium sulfonate) andorganic (the sulfonate portion of the overbased calcium sulfonate)calcium are being suspended. Because the effectiveness of the suspensionagents has been so remarkable, it has appeared to the inventors that thesuspension agent seems to nearly “bind” the calcium to the othercomponents to keep the calcium in suspension, and, hence, the name“bonding agent.” The inventors do not necessarily believe that thecalcium is covalently bound to the “bonding agent” or to the castor oil,castor supplement/replacement, or the PAO, but they use this “bondingagent” terminology as indicative of the surprising results achievable byusing the suspension agents.

The preferred suspension agents comprise one or more of thefollowing: 1) polymerized ester(s) of ricinoleic acid (polymerizedester(s) of 12-Hydroxy Oleic Acid), 2) polymerized ester(s) of12-Hydroxy Stearic Acid, 3) palm oil 4) palm-olein, 5) coconut oil, and6) jojoba oil. Particularly preferred suspension agents are:

Acme Wax 224™ from Acme Hardesty Co. (an example of item no. 1 above);

Acme Wax 225™ from Acme Hardesty Co. (an example, of items no. 2 above,having a 45 degree Centigrade melting point);

palm oil #701 (41 degrees C. melting point), #710 (41 degrees C. meltingpoint), #720, and #730 (28 degrees C. melting point) from ColumbusFoods;

palm-olein #725 (21 degrees C. melting point); and

coconut oils #92 (34 degrees C. melting point) and #76 (26 degrees C.melting point) also from Columbus Foods.

A less preferred suspension agent is jojoba oil (preferably onlycis-jojoba, that naturally occurring jojoba, with about 7 degrees C.melting point), wherein it is less-preferred particularly because of itscost and low availability.

A representation of the general chemical structure of Acme Wax 224™ isportrayed in FIG. 1, wherein one may see the unsaturation in thestructure (that is, the carbon=carbon double bonds in each of themonomers) and the plurality of hydroxy groups bonded to the carbonchains (here, one per monomer). Acme Wax 224™ wax ester may comprisedimers, trimers, and oligmers, with the chain lengths being greater than30 carbons (dimers and higher numbers of polymerized monomers), andtypically greater than 40 carbons (trimers and higher numbers ofpolymerized monomers).

A representation of the general chemical structure of Acme Wax 225™ isportrayed in FIG. 2, wherein one may see the saturation in the structure(that is, the carbon-carbon single bonds throughout each of thepolymerized monomers) and the plurality of hydroxy groups bonded to thecarbon chains (here, one per monomer). Acme Wax 225™ wax ester maycomprise dimers, trimers, and oligmers, with the chain lengths beinggreater than 30 carbons (dimers and higher numbers of polymerizedmonomers), and typically greater than 40 carbons (trimers and highernumbers of polymerized monomers).

One may note the 18-carbon-chain monomers in both Acme Wax 224™ and225™, each with a carboxyl (COO—) groups.

Regarding the castor oil component, conventional castor oil, asavailable from many commercial sources, is effective. The castor oilcomponent optionally may be supplemented, or a portion but not all ofthe castor oil may be replaced, with one or more of the castorsupplement/partial replacement components. The preferred castorsupplement/partial replacement components are sulfated castor oil,canola oil, soy methyl ester, and pour point depressant (preferably aplant-oil-based pour point depressant, such as Rho-Max 10-310™,currently available from RHOMAX in Montreal, and reported to be arapeseed oil derivative being the one preferred by the inventors).Sulfated castor oil (for example, “75% sulfated”) is preferred, and isalso available from Acme Hardesty Co., Blue Bell, Pa., U.S.A.

A wide range of formulations are expected to be effective for theadditive, for example, a “three group” formulation (noting that in suchformulations polyalphaolefins are not added) may be within the followingranges:

-   Group 1: Calcium component, 10-50 LV-%, including calcium sulfonate    and/or calcium carbonate;-   Group 2: Polyalphaolefin, 0 LV-%;-   Group 3: Castor oil, including optional castor supplement/partial    replacement: 10-60 LV-%; and-   Group 4: Suspension Agent, 1-25 LV-%.

The ranges for a “four group” formulation, listed below, have been foundto be effective in many different environments:

-   Group 1: Calcium component, 10-50 LV-%, such as calcium sulfonate    and/or calcium carbonate;-   Group 2: Polyalphaolefin, 15-75 LV-%;-   Group 3: Castor oil, including optional castor supplement/partial    replacement, 10-60 LV-%;-   Group 4: Suspension Agent, 1-20 LV-%; and

When components from three groups are blended together to form 100liquid-volume-% of the additive (leaving out Group 2), it is referred toas the “three-group additive” composition. When four groups are blendedtogether to form 100 liquid-volume-% of the additive (including Group2), it is referred to as the “four-group additive.”

The blending process is best done by adding Group 4 to the Group 1component(s), and blending these two components/groups very well beforeadding any other groups. After blending the Groups 1 and 4, Group 3 andoptionally Group 2 component(s) may be added. A thorough blending ofcomponents from Groups 1 and 4, before any other components are added,is believed by the inventors to be very important to keeping all thecomponents of the additive in solution/suspension, and in keeping theadditive in proper solution/suspension with the oil, fuel, or lubricantinto which the additive is placed. While the components may be at arange of temperatures during the blending process, it is preferred thatthe components be blended at about room temperature up to about 100-140degrees F.

The terms “blend” and “mixture” and “add” herein may be done withvarious methods and various equipment, and is not intended to require aparticular method, particular equipment, or duration of mixing. In theclaims, multiple of these terms may be used in a single claim, which isfor clarity in explaining different steps, but is not intended to implythat the steps require different mixing techniques or equipment. In someembodiments, however, the blending/mixing/adding of the variouscomponents of the preferred additives with each other, or of theadditive to the fuel or lubricant, may need to be done with a highspeed, high shear, or otherwise energetic mixing technique of equipment,as will be apparent to one of average skill in the art without undueexperimentation.

The preferred three-group additive may consist only of said threegroups, and the preferred four-group additive may consist only of saidfour groups. Alternatively, the preferred three-group additive orfour-group additive may be blended with additional components, forexample, additive packages such as those available commercially, toarrive at a “blended additive.” A blended additive may consist of, forexample, 80-99.99 LV-% of the three group combination and 20-0.01 LV-%of “additional components.” Or, a blended additive may consist of, forexample, 80-99.99 LV-% of the four group combination and 20-0.01 LV-% of“additional components.” Thus, the “additional components” may rangefrom a significant portion of the product (at about 20 LV-%, forexample) to a very small portion of the product (at about 0.01 LV-%, forexample). Examples of components that may be added to the “three-groupadditive” or “four-group additive” to form a “blended additive” include,but are not limited to, a pour point suppressant, wintergreen oil, dyes,oil, various esters, and/or various conventional additive packages forfuels or for lubricants. Further, the three-group or four-group additiveor the blended additive may be added/blended with other materials,preferably lube oil or fuels, which themselves may already contain other“additives.”

Effective concentrations of the three-group or four-group additive, orthe blended additive, in conventional lube oils are believed to be0.002-20.0 LV-% four-group or five-group or blended additive (0.03-20LV-% being typical) with 99.998-80 LV-% lube oil (99.97-80 LV-% beingtypical), for example. Effective concentrations of the three-group orfour-group additive, or the blended additive, in combustion engine fuelsare believed to be 0.002-5.0 LV-% three-group or four-group or blendedadditive (0.03-5 LV-% being typical) with 99.998-95 LV-% fuel (99.97-95LV-% being typical), for example.

The inventor envisions use of a wide range of concentrations of thethree or four-group additive or the blended additive in lube oils,fuels, cutting oils, treatment oils, and that the more important issueis that components from at least the three required groups be present inthe lube or fuel, with or without other conventional or unconventionaladditive components.

In the following Examples, additives according to embodiments of theinvention are described. Data associated therewith illustrates emissionsimprovement, fuel mileage (miles per gallon) improvement, and lubricityand metals treatment improvement.

Example I Emissions Testing Additive (According to one Embodiment of theInvention): 40 LV-% C-400 Calcium Sulfonate 20 LV-% Polyalphaolefin 20LV-% Castor Oil 2 LV-% Jojoba Oil 18 LV-% Canola Oil

Equaling 100 LV-% additive.

This formulation was blended by the methods described above, added todiesel fuel and to gasoline, and run in a variety of engines, as notedin the table below.

Procedures:

Tests 1-9 were performed under no-load conditions, with diesel fuel plusthe additive (in a concentration of 1 ounce of additive in 12 gallons ofconventional, commercial diesel fuel) compared to the same engineoperating on only the diesel fuel. Tests 10 and 11 were performed underno-load conditions, with gasoline plus the additive (in a concentrationof 1 ounce of additive in 18 gallons of conventional 87 octane,commercial gasoline) compared to the same engine operating with only thegasoline. All emissions results were obtained by means of an analyzer inthe vehicle tailpipe, such as a Ferret™, Sun™, or ECOM™ analyzer.

Results:

The results of this testing are shown below as percent change inemissions when going from the diesel-only or gasoline-only performancesto the “diesel plus additive” or the “gasoline plus additive”performance, respectively.

In Tests 1, 3-9 (no data available for Test No. 2): when additive wasincluded, O₂ increased by an average of 3%, while NO_(X) decreased by anaverage of approximately 18%, carbon monoxide decreased by an average ofapproximately 27%, and carbon dioxide decreased by an average ofapproximately 8%. When additive was included, NO₂ decreased by anaverage of approximately 19%, and NO decreased by an average ofapproximately 17%. Therefore, significant and surprising improvements ineach of these emissions were seen in the diesel plus additiveoperations. In Test 10 and 11: when additive was included, hydrocarbonppm emissions dropped by very large percentages, namely, approximately100% and 67%, for an average of an 83.5% decrease. Therefore,significant and surprising improvement in emissions was seen in thegasoline plus additive operations.

OVERVIEW OF EMISSIONS Test Sequence A VEHICLE #1 JOHN DEERE 4850 Diesel#2 JOHN DEERE 4650 Diesel #3 JOHN DEERE 8300 Diesel #4 CASE STIEGER 9390Diesel #5 FORD 1900 Diesel #6 NEW HOLLAND LX665 Diesel #7 BOBCAT Diesel#8 FREIGHTLINER CAT Diesel #9 DODGE RAM ½ TON Diesel #10 96 JEEPCHEROKEE4.0 Gas #11 2000 PONTIAC BONNEVILLE Gas 3.8 DIESEL VEHICLE #1 #3 #4  #5#6 #7 #8 #9 AVERAGE O2 +13% +1% +1% +5% +2% +1.1%  +1% +0.3%       3%NOX −20% −14% −15% −16% −12% −23% −18% −21% −18.25% CO −20% −21% −18%−49% −19% −47% −25% −21% −27.50% CO2 −35%  0% −3% −14% −5% −14% −5%−4.80%     −8.22% NO2 −20% −25% −10% −9% −10% −41% −20% −19.30%  −19.28% NO −26% −7% −18% −17% −12% −18% −18% 24.90%   −17.61% GASVEHICLE #10 #11 AVERAGE % DROP HC PPM 100% 67% −83.50%

Example II Emissions Testing Additive (According to one Embodiment ofthe Invention): LV-% C-400-C Calcium Sulfonate (CromptonCorporation/Great Lakes Corporation (Chemtura)) 30 LV-% Polyalphaolefin20 LV-% Castor Oil 2 LV-% Jojoba Oil 18 LV-% Canola Oil

Equaling 100 LV-% additive.

Procedures:

Testing was done in a Cummins B Series Turbo Diesel, starting withconventional, commercial #2 diesel (Test No. 1), followed by: the samediesel combined with additive (Test No. 2), diesel with 2% biodieseladditive and 1 ounce/10 gallons additive (Test No. 3), diesel with 5%biodiesel additive and 1 ounce/10 gallons additive (Test No. 4), and thefuel of Test No. 4 with an additional 1 ounce of additive per 10 gallonsof fuel.

Results:

Testing was done at various engine rpm with no load, and at various roadspeeds (“with load”). Emissions were reported as shown in the tablebelow, in the form of percent change from the base test, that is, TestNo. 1. The data shows substantial and surprising improvement in NO_(X)with the addition of additive and additive combined with biodiesel. Forexample, NO_(X) decreased about 7-14% at 2500 rpm, no load; 8-31% at 30mph; 3-21% at 50 mph; and 4-8% at 70 mph.

Vehicle:

Dodge 2001 pickup, VIN# 387K23601G735111Engine: Cummins B series Turbo Diesel

Fuels:

1. #2 diesel fuel2. #2 diesel fuel with Additive in proportion of 1 fluid ounce per 10gallons diesel fuel3. #2 diesel fuel plus 2% biodiesel, with Additive in proportion of 1fluid ounce per 10 gallons diesel fuel4. #2 diesel fuel plus 5% biodiesel, with Additive in proportion of 1fluid ounce per 10 gallons diesel fuel5. the mixed fuel from no. 4 above, plus an additional 1 ounce ofAdditive per 10 gallons fuel.

Note: O₂=% CO=ppm NOx=ppm CO₂=%

Change=Difference from condition #1 data

800 RPM with No Load Test Condition O₂ CO NOx CO₂ 1 18.5 286 282 1.8Change — — — — 2 18.6 257 280 1.8 Change  +.5% −10% −0.7% 0% 3 18.6 233284 1.8 Change +0.5% −18.5%   +0.7% 0% 4 18.5 163 298 1.8 Change     0%−43% +5.6% 0% 5 18.6 206 289 1.8 Change +0.5% −30% +2.4% 0%

2500 RPM with No Load Test Condition O₂ CO NOx CO₂ 1 17.3 578 192 2.7Change — — — — 2 17.3 751 167 2.7 Change     0% +29% −13%     0% 3 17.2650 166 2.8 Change −0.6% +12% −14% +3.7% 4 17.1 627 172 2.9 Change +1.1% +8% −10% +7.4% 5 17.2 637 178 2.8 Change −0.6% −10%  −7% +3.7%

30 MPH Test Condition O₂ CO NOx CO₂ 1 15.5 460 587 4.0 Change — — — — 216.9 421 406 3.0 Change +9% −8.4%  −31% −25% 3 16.8 378 420 3.1 Change+9% −17.8%   −28% −23% 4 16.9 377 505 3.7 Change +9% −18% −14% −7.5%  515.7 369 536 4   Change −1% −14% −8.6%     0%

50 MPH Test Condition O₂ CO NOx CO₂ 1 13.5 202 760 5.5 Change — — — — 215.3 312 597 4.2 Change  +13% +54% −21%   −24% 3 14.2 243 669 4.8 Change  +7% +20% −15% −12.7% 4 133   284 636 4.8 Change −1.4% +40% −16% −14.5%5 13.6 243 733 5.8 Change +0.7% +20% −3.5%   +5.5%

70 MPH Test Condition O₂ CO NOx CO₂ 1 13.3 213 457 5.6 Change — — — — 213.8 307 427 5.3 Change +3.7% +44% −6.5% −5.3%     3 13.4 305 421 5.6Change +5.7% +43% −7.9% 0% 4 12.5 196 439 6.2 Change   −6% −7.9%  −3.9%−10.7%     5 13.4 281 426 5.6 Change +0.7% +32%   6.8% 0% Vehicle -Pont. Bonneville

Example III Emissions Testing Additive (According to One Embodiment ofthe Invention): LV-% C-400-c Calcium Sulfonate (CromptonCorporation/Great Lakes Corporation (Chemtura)) 30 LV-% Polyalphaolefin20 LV-% Castor Oil 2 LV-% Jojoba Oil 18 LV-% Canola Oil

Equaling 100 LV-% additive.

Procedures:

In this test, a gasoline vehicle was tested with load, at 75 mph. Thevehicle was a 2001 Pontiac Bonneville with a 3800 engine (notturbo-charged). Test No. 1 was performed at 75 mph with conventional,commercial gasoline of 87 octane, and Test no. 2 was performed at 75 mphwith the same gasoline plus 1 ounce of additive added per 10 gallons ofthe gasoline.

Results:

The test results show substantial and surprising results in CO emissionsand in NOx emissions. CO was reduced by over 15% and NOx was reduced byover 50%, as shown by the table below.

Test condition 1-75 mph without additive 2-75 mph with 1 oz additive per10 gallons of gasoline Test Condition HC CO CO2 O2 NOx 1 1 .39 15.2 0 192 1 .33 15.1 0  9 Change 0% −15.3% −0.6% 0% −53% Note: HC = ppm CO = %,CO2 = %, O2 = %, NOx = ppm Note: While specific baseline andexperimental data was not formally collected, it appeared that spikes inHC and NOx during and shortly after rapid acceleration weresubstantially reduced.

Example IV Emissions Testing, with Incremental PAO Added Vehicle:

MAC Truck from City of Butte, Mont.

Analyzer: ECOM AC Diesel Analyzer Procedures:

In Condition #1, the MAC truck engine was warmed to operatingtemperature and run at idle at 600 rpm for an additional 15 minutes.Emission readings were taken for 5 minutes during which the readingswere stable. The truck engine was then run for 5 minutes at 2000 rpm and5 minutes of readings were again taken, during which time the readingswere again stable.

In Condition #2, additive according to the following formula was addedin the proportion of once fluid ounce to 20 gallons of #2 diesel fuel:

Baseline Additive Formulation added to the MAC fuel tank in Condition#2:

48 LV % Calcium Sulfonate (Crompton C-400-CFC)

48 LV % Castor Oil from Acme Hardesty4 LV % Jojoba Oil (tech grade from Purcell Jojoba)Readings were taken at 600 rpm and 2000 rpm, after running the engine onthis Condition #2 fuel-additive blend for 5 minutes.

In Condition #3, PAO (Crompton Synton 40) was added to the MAC truckfuel tank at a rate of one fluid ounce of PAO per 20 gallons of theCondition #2 fuel-additive blend. After running the engine on thisCondition #3 PAO-enhanced-fuel-additive blend for 5 minutes, readingswere taken at both 600 rpm and 2000 rpm.

In Condition #4, an additional dose of PAO was added to the MAC truckfuel tank at a rate of one fluid ounce of PAO per 20 gallons ofCondition #3 PAO-enhanced-fuel-additive blend. After running the enginefor 10 minutes (during which time the NOx and CO readings weredropping), the readings became stable and were taken at 600 rpm and at2000 rpm for this condition.

In Condition #5, an additional dose of PAO was added to the MAC truckfuel tank at a rate of one fluid ounce per 20 gallons of the Condition#4 PAO-enhanced-fuel-additive blend. After running the engine for 10minutes (during which time the NOx and CO readings were dropping), thereadings became stable and were taken at 600 rpm and at 2000 rpm forthis condition.

Results:

The readings for the above conditions may be summarized as shown below.For both the 600 RPM and the 2000 RPM data, the amounts of each addeditem are shown in fluid ounces per 20 gallons.

Condition/ Jojoba Castor Synton CO NOx Fuel # CaSulfonate Oil Oil 40 ppmppm 600 RPM: 1 0 0 0 0 16 148 2 .48 .04 .48 0 10 121 3 .48 .04 .48 1 6110 4 .48 .04 .48 2 5 105 5 .48 .04 .48 3 5 101 2000 RPM: 1 0 0 0 0 11138 2 .48 .04 .48 0 11 73 3 .48 .04 .48 1 8 50 4 .48 .04 .48 2 7 40 5.48 .04 .48 3 6 37

This data clearly show the reduction in CO emission and NOx emissionboth when the base formula is added to the diesel fuel, and also whenthe PAO is added to the fuel already enhanced by the base formula. Italso shows a diminishing effect with extra PAO (as more and more isadded in Conditions #4 and 5).

Note that this Example D involves fuel additive being used at a total of1 to 4 fluid ounces per 20 gallons of fuel. The largest benefit comesfrom 1 ounce of the baseline additive formula plus 1 ounce of PAO.

Example V Emissions Testing with Acme Wax 225™ as Suspension AgentAdditive (According to One Embodiment of the Invention): 40 LV % CalciumSulfonate (Crompton C-400-CFC™) 2 LV % Acme Wax 225™ (From AcmeHardesty) 20 LV % Castor Oil (From Acme Hardesty)

38 LV % Soy Methyl Ester (B-100 Biodiesel from Cenex in West Fargo N.Dak.)

Baseline Fuel:

89 Octane gasoline with 10% ethanol, purchased at Casey's General Store,in Detroit Lakes, Minn.

Emissions Measuring Instrument:

Ferret 16 five gas analyzer

Vehicle: 1998 Buick Regal

3800 engine, 173267 miles

The vehicle had a port welded to the exhaust pipe (in from of thecatalytic converter) to measure emissions prior to the effects of thecatalytic converter

Procedures:

Vehicle first was driven for 30 miles on the highway. Next the vehiclewas allowed to idle for 20 minutes.

Baseline measurements were taken at 30 second intervals for 10 minutes.

The same procedure was used to evaluate during the experimentalcondition, wherein the above additive was added to the baseline fuel ata rate of one ounce to 15 gallons. Mean and median were calculated forthe first and second half of the observation as well as for the totalobservation.

Baseline Condition (with Baseline Fuel only):

PPM % % % PPM Emissions HC CO CO2 O2 NOx Mean First half 147 .267 5.712.79 6.3 Second Half 148.7 .266 5.74 12.71 6.2 Total 147.9 .2665 5.7212.75 6.1 Median First half 147 .27 5.7 12.8 6 Second half 151 .27 5.712.7 6 Total 149 .27 5.7 12.7 6Experimental Condition (with Additive Included in Fuel):

PPM % % % PPM HC CO CO2 O2 NOx Mean Emission First half 133.6 .231 5.2413.4 5.3 Second Half 134.5 .228 51.6 13.43 4.9 Total 134.0 .2295 52.013.42 5.1 Median Gas First half 133 .23 5.2 13.5 5 Second half 135 .235.25 13.4 5 Total 134 .23 5.2 13.4 5Percent Change from Baseline to Experimental Condition:

PPM % % % PPM Gas HC CO CO2 O2 NOx Mean First half −9.1 −13.5 −8.1 +4.8−15.9 Second half −9.5 −16.5 −10.1 +5.7 −21.7 Total −9.3 −13.9 −9.1 +5.2−16.4 Median First half −9.5 −14.8 −8.8 +5.5 −16.6 Second Half −10.6−14.8 −7.9 +5.5 −16.6 Total −10.1 −14.8 −8.8 +5.5 −16.6

Example VI Emissions Testing with Palm Oil as Suspension AgentComposition of Additive: 48% Calcium Sulfonate (Crompton C-400-CFC™) 4%Palm Oil (From Columbus Foods) 48% Castor Oil (From Acme Hardesty)Baseline Fuel:

87 Octane gasoline with 10% ethanol, purchased at Tesoro Station, inDetroit Lakes, Minn.

Emissions Measuring Instrument: Ferret 16 Five Gas Analyzer Vehicle:1998 Buick Regal

3800 engine, with 173237 miles

The vehicle has a port welded to the exhaust pipe (in from of thecatalytic converter) to measure emissions prior to the effects of thecatalytic converter

Procedures:

Vehicle first was driven for 80 miles on the highway with the baselinefuel only. Next the vehicle was allowed to idle for 20 minutes. Baselinemeasurements were taken at 30 second intervals for 10 minutes. ForExperiment Case #1, the above additive was blended into the baselinefuel, in a proportion of 1 ounce per 15 gallons. Mean and median werecalculated for the first and second half of the observation as well asfor the total observation.

Baseline Condition (Baseline Fuel only):

Mean

PPM % % % PPM Emissions HC CO CO2 O2 NOx Mean First half 161.5 .192 4.9714.37 47.4 Second Half 145.4 .200 5.03 13.74 44.7 Total 153.5 .196 5.0014.06 46.1 Median First half 160 .19 4.9 14.0 46.0 Second half 145 .205.0 13.8 44.5 Total 150 .19 5.0 13.9 45.0Experimental Case #1 (Baseline Fuel plus above Palm-Oil-Containing“Base” Additive):

PPM % % % PPM Emissions HC CO CO2 O2 NOx Mean First half 122.5 .199 5.0213.87 39.8 Second Half 120.0 .193 4.84 13.90 39.4 Total 121.3 .196 4.9313.89 39.6 Median First half 124 .195 4.95 14.15 38.5 Second half 118.5.19 4.85 13.95 39 Total 120 .19 4.90 14.0 39Percent Change from Baseline to Experimental Case #1:

PPM % % % PPM Emissions HC CO CO2 O2 NOx Mean First half −24.1 +3.6 +1.0−3.4 −16.0 Second half −17.5 −3.5 −3.6 +1.8 −11.4 Total −21.0 00.0 −1.4−1.0 −14.1 Median First half −22.5 +2.6 +1.0 +0.7 −16.3 Second Half−18.3 −5.0 −3.0 +1.1 −12.4 Total −20.0 0.0 −2.0 +0.7 −13.3

Example VII Emissions Testing with Palm-Olein as Suspension AgentAdditive (According to one Embodiment of the Invention): 48 LV %—CalciumSulfonate (Crompton C-400-CLR) 48 LV %—Castor Oil (From Acme Hardesty) 4LV %—Palm-Olein (From Columbus Foods)

The Palm-Olein was added to the sulfonate and vigorously stirred with ahand held blender until it appeared to be thoroughly blended. Castor oilwas then added and blended as well.

Fuel:

87 Octane gasoline with 10% ethanol, purchased at Tesoro Station, inDetroit Lakes, Minn.

Emissions Measuring Instrument:

Ferret 16 five gas analyzer

Vehicle: 1998 Buick Regal

3800 engine, 173000+ miles

The vehicle has a port welded to the exhaust pipe (in from of thecatalytic converter) to measure emissions prior to the effects of thecatalytic converter.

Procedures:

Vehicle first was driven for 80 miles on the highway using baselinefuel. Next the vehicle was allowed to idle for 20 minutes. Baselinemeasurements were taken at 30 second intervals for 10 minutes. The sameprocedure was used to evaluate during the experimental condition,wherein the above composition of additive with palm-olein was added tothe baseline fuel at a rate of one ounce to 15 gallons. Mean and medianwere calculated for the first and second half of the observation as wellas for the total observation.

Baseline Condition:

PPM % % % PPM Gas HC CO CO2 O2 NOx Mean First half 188.1 .348 8.75 8.6682.5 Second Half 188.2 .353 8.63 8.72 80.5 Total 188.15 .351 8.69 8.6981.5 Median First half 190 .35 8.7 8.7 82.5 Second half 188.5 .355 8.78.75 80.5 Total 189 .35 8.7 8.7 81.5

Experimental Condition (With Palm-Olein Additive):

PPM % % % PPM Gas HC CO CO2 O2 NOx Mean First half 158.2 .298 8.03 9.6377.6 Second Half 159.3 .312 7.59 10.2 70.7 Total 158.75 .305 7.81 9.9274.2 Median First half 158 .30 8.0 9.6 78 Second half 159.5 .31 75.510.25 71 Total 159 .305 77.5 9.9 74Percent of Change from Baseline to Experimental:

PPM % % % PPM Gas HC CO CO2 O2 NOx Mean First half −15.9 −14.4 −8.2+10.9 −5.9 Second half −15.4 −11.6 −12.1 +17.5 −12.2 Total −15.6 −13.1−10.1 +14.2 −9.0 Median First half −16.8 −14.3 −8.8 +10.3 −5.5 SecondHalf −15.4 −12.7 −13.2 +17.1 −11.8 Total −15.9 −12.9 −10.9 +13.8 −9.2

Example VIII Emissions Testing with Coconut Oil as Suspension Agent

Additive (according to one embodiment of the invention): 48 LV % CalciumSulfonate (Crompton C-400-CFC ™)  4 LV % Coconut Oil 92 (from ColumbusFoods) 48 LV % Castor Oil (From Acme Hardesty)

Baseline Fuel:

89 Octane gasoline with 10% ethanol, purchased at the Tesoro station, inDetroit Lakes, Minn.

Emissions Measuring Instrument:

Ferret 16 five gas analyzer

Vehicle: 1998 Buick Regal

3800 engine 173000+ miles

The vehicle has a port welded to the exhaust pipe (in from of thecatalytic converter) to measure emissions prior to the effects of thecatalytic converter.

Procedures:

Vehicle first was driven for 80 miles on the highway on baseline fuel.Next the vehicle was allowed to idle for 20 minutes. Baselinemeasurements were taken at 30 second intervals for 10 minutes. The sameprocedure was used to evaluate during the experimental condition. Theabove composition of additive with Coconut Oil 92 was added to thebaseline fuel at a proportion of one ounce to 15 gallons. Mean andmedian were calculated for the first and second half of the observationas well as for the total observation.

Baseline Condition:

PPM % % % PPM Gas HC CO CO2 O2 NOx Mean First half 94.5 .199 4.96 13.8349.6 Second Half 93.8 .205 5.19 13.55 50.0 Total 94.2 .202 5.08 13.6949.8 Median First half 94 .20 15.0 138.5 51 Second half 93.5 .21 5.2 13550 Total 94 .20 5.05 137 50.5

Experimental Condition (With Coconut 92 Additive):

PPM % % % PPM Gas HC CO CO2 O2 NOx Mean First half 63.1 .165 4.32 14.7139.8 Second Half 63.9 .167 4.28 14.74 40.1 Total 63.5 .166 4.30 14.72539.95 Median First half 64 .16 4.3 14.7 40 Second half 61 .165 4.24 14.841 Total 63 .16 4.3 14.7 40Percent of Change from Baseline to Experimental

PPM % % % PPM Gas HC CO CO2 O2 NOx Mean First half −33.2 −17.1 −12.9+6.3 −19.8 Second half −31.9 −18.5 −17.5 +8.9 −19.8 Total −32.5 −17.8−15.4 +7.6 −19.8 Median First half −31.9 −20.0 −14.0 +6.1 −21.6 SecondHalf −34.8 −21.4 −18.5 +9.6 −18.0 Total −32.9 −20.0 −14.9 +7.3 −20.8

Example IX Emissions Testing with Calcium Carbonate as Calcium Component

Additive (according to One Embodiment of the Invention):

17% Acme Wax 224 ™ Acme Hardesty 33% Castor Oil Acme Hardesty 17% PAOPoly Alfa Olefin, Synton 40 ™ from Crompton Corporation 17% CalciumCarbonate From Specialty Minerals Inc., Alba Fil ™, Precipitated CalciumCarbonate A-5-205-32

Additive Blend Procedures:

2 ounces (by volume) of calcium carbonate was heated in an electric ovento 120 Degrees F. Next, 2 fluid oz of Acme Wax 224™ was then mixed withthe calcium carbonate, until it took on a consistent paste-likecomposition. Next, 2 fluid oz of castor oil was added and mixed with thecombination of calcium carbonate and Acme Wax 224™. PAO was then mixedin.

Baseline Fuel:

87 Octane gasoline with 10% ethanol, purchased at Tesoro Station, inDetroit Lakes, Minn.

Emissions Measuring Instrument:

Ferret 16 five gas analyzer

Vehicle: 1998 Buick Regal

3800 engine 173000+ miles

The vehicle has a port welded to the exhaust pipe (in from of thecatalytic converter) to measure emissions prior to the effects of thecatalytic converter.

Procedures:

Vehicle first was driven for 80 miles on the highway with the baselinefuel. Next the vehicle was allowed to idle for 20 minutes. Baselinemeasurements were taken at 30 second intervals for 10 minutes. The sameprocedure was used to evaluate during the experimental condition, afterthe above composition of additive with calcium carbonate was added tothe baseline fuel at a proportion of one ounce to 24 gallons. Mean andmedian were calculated for the first and second half of the observationas well as for the total observation.

Baseline Condition:

PPM % % % PPM Gas HC CO CO2 O2 NOx Mean First half 235.9 .343 8.21 9.19120 Second Half 242.5 .311 7.60 10.09 108.5 Total 239.2 .327 7.91 9.64114.25 Median First half 236 .35 8.3 9.2 119.5 Second half 243 .31 76.0101 108.5 Total 239.5 .23 76.5 100.5 109.5

Experimental Condition (With Calcium Carbonate Additive):

PPM % % % PPM Gas HC CO CO2 O2 NOx Mean First half 219.3 .314 7.49 102.1108.8 Second Half 223.7 .303 7.59 99.7 109.3 Total 221.5 .308 7.54 100.9109.1 Median First half 217.5 .31 7.5 10.6 108 Second half 223 .30 7.559.90 108.5 Total 220.5 .31 7.5 10.25 108.5Percent of Change from Baseline to Experimental:

PPM % % % PPM Gas HC CO CO2 O2 NOx Mean First half −7.0 −8.5 −8.8 +9.8−9.3 Second half −7.8 −2.6 −0.1 −1.2 +0.7 Total −7.4 −5.8 −4.7 +4.7 −4.5Median First half −7.8 −11.4 −9.6 +15.2 −9.6 Second Half −8.2 −3.2 −0.6−8.7 −0.0 Total −7.9 −3.1 −2.0 +1.5 −0.9

Example X Additive in Lawn Mower Fuel, Time Running on One Tank AmbientTemp:

50 degrees

Lawn Mower:

Stanley riding lawn mower with Briggs & Stratton 21 HP two cylinderengine.

Procedures & Measurements:

Engine was warmed up and run until it burned up all the fuel in the tankand stopped. The mower was then filled with three pints of Condition Afuel (below); engine was started and mower deck immediately engaged. RPMwas held at 4400. A “Snap On” Tachometer was used to check the RPM. Theengine was run until all of the three pints was burned and the enginestopped. A watch was set to measure the running time of this condition.

The mower was then filled with three pints of Condition B fuel (below);engine was started and mower deck immediately engaged. RPM was held at4400. As above, a “Snap On” Tachometer was used to check the RPM. Theengine was run until all of the three pints was burned and the enginestopped. As above, a watch was set to measure the running time of thiscondition.

Condition A fuel: 20 gallons gasoline with an octane rating of 87, plusone (1) ounce additive according to one embodiment of the invention:

Calcium Sulfonate: 30 LV % Polyalphaolefin: 30 LV % Castor Oil: 10 LV %Jojoba Oil: 1 LV % Soy Methyl Ester: 29 LV %

Equaling 100 LV-% additive.Condition B: 100% gasoline with an octane rating of 87 (Not treated withany embodiment of the invented additive).

Results:

Condition A ran for 2910 secondsCondition B ran for 2715 seconds2910 seconds/2715 seconds=1.0712 (approximately a 7% improvement inperformance).

Example XI Fuel Mileage (Miles per Gallon) Testing with VariousAdditives Vehicle: 2002 Toyota, Forerunner Location: Bozeman Mont.

Baseline Fuel Mid-grade 88 octane purchased at Exxon in Bozeman Mont.

Procedures:

Vehicle fuel tank was filled with fuel and then vehicle was driven on aparticular route. The vehicle was then refueled at the same station withthe same baseline fuel and a composition of additive was added with thefuel, and the same route was followed by the vehicle to test thebaseline fuel with that particular additive. Each time the fuel ran lowin the tank, the procedure repeated, refueling with baseline fuel andadding alternative compositions of additive. The four variations were:

Baseline Operation Vehicle operation with only mid-grade 88 octanegasolineCase #1 Additive (according to one embodiment of the invention):Formulation follows in LV %, Added at rate of 1 fluid ounce per 20gallons of baseline fuel.

40% Calcium Carbonate—From Specialty Minerals Inc.

-   -   Product—Alba Fil, Precipitated Calcium Carbonate A-5-205-32

33% Soy Methyl Ester (Cenex B-100 Biodiesel) 20% Castor Oil

5% Sulfated Castor Oil (75% sulfated)

2% Acme Wax 224™

Case #2 Additive (according to one embodiment of the invention):Formulation follows in LV % Added at rate of 1 fluid ounce per 25gallons of baseline fuel.

25% Calcium Carbonate 50% Castor Oil 25% Acme Wax 224™

Case #3 Additive (according to one embodiment of the invention):Formulation follows, in LV %, Added at rate of 1 fluid ounce per 20gallons of baseline fuel. 48% Calcium Sulfoante 48% Castor Oil 4% AcmeWax 225™ Case #4 Additive (according to one embodiment of theinvention): Formulation follows in LV % Added at rate of 1 fluid ounceper 20 gallons of baseline fuel. 48% Calcium Sulfonate

48% Castor Oil 4% Palm Oil

Miles Miles per Driven Gallons Used Gallon % Change in MPG Baseline: 26716.28 16.4 — Case #1: 267 14.28 18.7 +12.3 Case #2: 267 14.51 18.4 +10.9Case #3: 267 14.29 18.7 +12.2 Case #4: 267 14.35 18.6 +11.9

Example XII Fuel Mileage Testing Conducted at KARCO Engineering ofAdelento, Calif

Additive (according to One Embodiment of the Invention):

40 LV % Calcium Sulfonate (Crompton C-400-CLR)™ 33 LV % Soy Methyl Ester(Cenex B-100 Biodiesel)

20 LV % Castor Oil (from Acme Hardesty)5 LV % Sulfated Castor Oil (from Acme Hardesty)2 LV % Acme Wax 224™ (from Acme Hardesty)

Procedures:

Vehicles A and B were run with baseline, midgrade gasoline, and then thesame vehicles were operated with the same baseline gasoline plus theadditive above (1 ounce per 20 gallons) for Control A and Test B.

Independent Mileage Test - KARCO Ford Taurus Run Miles Driven GasolineUsed Miles/Gallon Improvement Baseline A 303 11.12 27.25 Control A 30310.96 27.65 1.46% Baseline B 303 11.03 27.47 Test B 303 10.28 29.47 7.3%

Example XIII Fuel Mileage Testing

Testing conducted in Butte, Mont., was conducted using the following:

Vehicle:

Mack 12 yard Dump (T-46), 1988

Engine Mack 673

Fuel Tank Capacity 100 gallons

Fuel Type Diesel Additive (According to One Embodiment of theInvention): 40 LV % Calcium Sulfonate (Crompton C-400-CLR™) 33 LV % SoyMethyl Ester (Cenex B-100 Biodiesel)

20 LV % Castor Oil (from Acme Hardesty)5 LV % Sulfated Castor Oil (from Acme Hardesty)2 LV % Acme Wax 224™ (from Acme Hardesty)

Procedures:

First tank of diesel fuel was untreated (no additive). Second tank wasbaseline fuel (diesel) plus 1 fluid ounce additive per 20 gallons (thissecond tank may be considered a conditioning treatment). Third tank wassame baseline fuel plus 1 fluid ounce additive per 20 gallons.

Results: Starting Mileage Ending Mileage Fuel Used Additive MPG 307028307800 97.49 gal. (1^(st) tank) NO 7.92 307800 308327 60.65 gal. (2^(nd)tank) Yes 8.6 308327 309038 81.07 gal. (3^(rd) tank) Yes 8.77So, one may see that there is a 8.6% increase in MPG between the 1^(st)tank baseline and the 2^(nd) tank (with additive) and a 10.77% increasein MPG between the 1^(st) tank baseline and the 3^(rd) tank (withadditive).

Example XIV Fuel Mileage Testing

Testing conducted in Butte, Mont., was conducted using the following:

Vehicle:

GMC ¾ Ton (T-20)

Year 2003 Engine Size 6.0 L

Fuel Tank Capacity 32 gallons

Fuel Type Gas Additive (According to One Embodiment of the Invention):40 LV % Calcium Sulfonate (Crompton C-400-CLR)™ 33 LV % Soy Methyl Ester(Cenex B-100 Biodiesel)

20 LV % Castor Oil (from Acme Hardesty)5 LV % Sulfated Castor Oil (from Acme Hardesty)2 LV % Acme Wax 224™ (from Acme Hardesty)

Procedures:

First tank of diesel fuel was untreated (no additive). Second tank wasbaseline fuel (diesel) plus 1 fluid ounce additive per 20 gallons (thissecond tank may be considered a conditioning treatment). Third tank wassame baseline fuel plus 1 fluid ounce additive per 20 gallons.

Results: Starting Mileage Ending Mileage Fuel Used Additive? MPG 3109831347 23.57 gal. (1^(st) tank) NO 10.56 31347 32775 90.07 gal. (2^(nd)tank) Yes 13.39 33015 34480 119.69 gal. (3^(rd) tank) Yes 12.24So, one may see that there is a 26.8% increase in MPG between the 1^(st)tank baseline and the 2^(nd) tank (with additive) and a 15.90% increasein MPG between the 1^(st) tank baseline and the 3^(rd) tank (withadditive).

Example XV Fuel Mileage Testing Vehicle: GMC Yukon, 1997

Fuel Tank Capacity 32 gallons

Fuel Type Gasoline Additive (According to One Embodiment of theInvention): 40 LV % Calcium Sulfonate (Crompton C-400-CLR)™ 33 LV % SoyMethyl Ester (Cenex B-100 Biodiesel)

20 LV % Castor Oil (from Acme Hardesty)5 LV % Sulfated Castor Oil (from Acme Hardesty)2 LV % Acme Wax 224™ (from Acme Hardesty)

Procedures:

First tank of diesel fuel was untreated (no additive). Second tank wasbaseline fuel (diesel) plus 1 fluid ounce additive per 20 gallons (thissecond tank may be considered a conditioning treatment). Third tank wassame baseline fuel plus 1 fluid ounce additive per 20 gallons.

Results: Starting Mileage Ending Mileage Fuel Used Additive MPG 100935101516 57.65 gal. (1^(st) tank) NO 10.09 101516 101725 25.92 gal.(2^(nd) tank) Yes 11.69 101725 10997 20.45 gal. (3^(rd) tank) Yes 13.3102265 102265 21.81 gal. (4^(th) tank) Yes 12.29So, one may see that there is a 15.9% increase in MPG between the 1^(st)tank baseline and the 2^(nd) tank (with additive) and a 31.8% increasein MPG between the 1^(st) tank baseline and the 3^(rd) tank (withadditive), and a 21.8% increase in MPG between the 1^(st) tank baselineand the 4^(th) tank (with additive).

Example XVI Fuel Mileage Testing Additive (According to One Embodimentof the Invention): 48 LV %—Calcium Sulfonate (Crompton C-400-CLR) 48 LV%—Castor Oil (From Acme Hardesty) 4 LV %—Coconut Oil 92 (From ColumbusFoods) Blending Procedure:

The Coconut oil was added to the sulfonate and vigorously stirred with ahand held blender until it appeared to be thoroughly blended. Castor oilwas then added and blended as well.

Vehicle:

1991 Ford F-250, 4×4, standard cab, 4.9 liter 6 Cylinder engine,Standard Transmission, XLT Lariat

Procedures:

With fuel tanks nearly empty, the vehicle was filled with 87 octane fuelat the Tesoro Station in Detroit Lakes, Minn. It was the driven with thecruise control on at 65 miles per hour in fourth gear, on four lanehighways for 345.9 miles. The vehicle was then refueled at the samestation, with the additive added to the fuel tank in the proportion of 1ounce per 20 gallons, and the driving repeated on the same route underthe same conditions.

Miles Driven Gallons Used Miles per Gallon Baseline: 345.9 28.20 12.27Experimental: 345.8 26.79 12.91

% Improvement in Mileage +5.2 Example XVII Metal Conditioning PropertiesAdditive (According to One Embodiment of the Invention): CalciumSulfonate: 40 LV % PAO: 20 LV % Castor Oil: 20 LV % Jojoba Oil: 1 LV %

Soy methyl ester: 19 LV %

Equaling 100 LV % Additive Procedures:

Testing the muzzle velocity of a 180 grain 30-06 bullet when fired froma rifle and measured by a chronograph.

Condition A: hand-loaded cartridge (described above) was fired andvelocity measured.

Condition B: identical to Condition A above except the cartridges werefirst put in the above-described Additive and the Additive withcartridges “soaking” therein were heated to 200 degrees F. After severalminutes at 200 degrees F., the cartridges were removed, wiped clean,cooled, hand-loaded, and fired.

Results:

Condition A: 2768 feet per second.Condition B: 2916 feet per second.2916/2768=1.0535 (approximately a 5.4% increase in muzzle velocity).

Example XVIII Mini-Masonry Chain Saw Additive (According to OneEmbodiment of the Invention):

Calcium sulfonate: 40 LV %

PAO: 20 LV % Castor Oil: 20% Jojoba Oil: 1 LV % Soy Methyl Ester: 19 LV% Equaling 100 LV % Additive Procedures:

Use a prototype masonry chain saw, temperature was measured at thehottest point of the saw (tip). Also, an observation was made regardingthe speed of cutting.

Condition A: The saw was used to remove mortar between bricks on anexisting wall. Water was used as a coolant.

Condition B: The saw was used to remove mortar between bricks on anexisting wall, as in Condition A. Water, treated with PB 10 sulfurchlorinated water-soluble cutting oil, was used as a coolant.

Treatment rates: 1 oz per gallon of water

Condition C: The saw was used to remove mortar between bricks on anexisting wall, as in Conditions A and B. Water, treated with theCondition B water soluble cutting oil and the Additive listed above, wasused as a coolant. Treatment rates: 1 oz of the Additive was added to 4oz PB 10. One ounce of the blend of Additive plus PB-10 was added pergallon of water.

Results:

Condition A: Tip Temperature=161 degree F.Condition B: Tip Temperature=130 degrees F.Condition C: Tip Temperature=91 degrees F.

Water soluble oil as a coolant (Condition B) resulted in an average 31degree F. lower temperature compared to Condition A.

Additive plus Water Soluble Oil (Condition C) resulted in a temperature70 degrees F. lower than Condition A, and a temperature 39 degrees F.lower than Condition B.

Other advantages included: In Conditions A and B (that is, without theAdditive), the cutting debris stuck (impacted) to the chain and bar.Also, with the additive, the operator reported a significant increase inpower and RPM, and that the rate of cutting appeared to double.

Example XIX Fuels Lubricity Comparison Test

Film strength of sulfur free gasoline and diesel fuels as compared tosame fuels with palm oil as a bonding agent.

Additive (According to One Embodiment of the Invention): 48%—CalciumSulfonate (Crompton C-400-CLR™) 4%—Palm Oil (From Columbus Foods)48%—Castor Oil (From Acme Hardesty) Baseline Procedure:

One fluid ounce of sulfur free gasoline was poured into reservoir onbearing test machine and let run for 20 sec. after which one 1 lb.weight was applied to the pendulum so that it puts 26 lbs. weight onrotating bearing. Machine immediately stalled and welded the bearingstogether (approx. 3 seconds).

Case #1:

Next, new bearings were installed on the bearing test machine, and thebaseline gasoline plus the above additive was poured into the machinereservoir (one fluid ounce additive per 20 gallons fuel, or 1.4 cc. pergal.)

Results:

The bearing test produced a 28 second run (compared to about 3 sec.above) until film strength failed and bearings welded, stalling themachine.

Example XX Acme Wax 224™ and Others as Suspension Agent

Acme Wax 224™, from Acme Hardesty Corp., was evaluated as a suspensionagent, as described below.

An additive according to embodiments of the invention was blended from:

1 fluid ounce C-400-CLR™ calcium sulfonate;1 cc ounce Acme Wax 224™; and1 fluid ounce castor oil.(approximately: 49 LV % calcium sulfonate, 2 LV % Acme Wax 224™, 49 LV %castor oil)This additive was blended using the method described earlier, so thatcalcium component and the Acme Wax 224™ were well-blended togetherfirst, followed by addition of the castor oil. This blend was allowed tocool to a temperature of 67 degrees F.

One and ½ of the above additive was added to ½ pint of fresh mid-gradegasoline, from an Exxon gasoline station, and, even after cooling to −17degrees F. in a freezer for 13 hours (followed by warming to roomtemperature), the components remained in suspension/solution and noresidue or cloudiness was visible in the jar, indicating full calciumsuspension.

The same suspension results were achieved in the same test with CoconutOil 92 and Palm Oil as suspension agents.

Example XXI Cold Temp Properties Sample A:

B-100—A “bulk” fuel, soy methyl ester, which is called “Biodiesel” and“B-100” (meaning 100% soy methyl ester).

Sample B:

B-100 plus an embodiment of the invented additive including conventionalpour point depressant (Rho-Max 10-310™). The embodiment of the inventedadditive consisted of (LV-%):

40% Calcium Sulfonate 15% Castor Oil 34% Poly Alpha Olefin (PAO)

10% Pour point depressant (RHO-Max 10-310™)

1% Jojoba Oil Totaling 100 LV-%

This above additive was then added to B-100 at a rate of one ounce perfive gallons of B-100, and heated to 104 degrees Fahrenheit for a periodof five hours.

Procedures:

Samples A and B were put in similar containers and brought to lowertemperatures. Viscosity and pourability were visually checked.

Results:

Both Samples A and B were observed to have similar viscosity and bothsamples poured at similar rates from 80 to 30 degrees F.

Sample A became cloudy at about 25 degrees F. and turned to a solid at20 degrees F.

Sample B showed some clouding at −10 degrees F., but continued to pourwell at −20 degrees F. (that is, poured in a manner similar to Sample Awhen Sample A was at 70 degrees F.). Pourability of Sample B remained atthis level with no observable change for a period of two weeks. Thesample was then diluted with 50% soy methyl ester (that is, 50 LV % moreB-100 was added), and identical results were noted. Therefore, theinventors believe the additive to be highly effective as an enhancer forpour point depressant over a wide range of concentrations.

Example XXII Cold Temp Properties

The inventors have found that, when embodiments of the invented additiveincluding a conventional pour point depressant and then added to “B-20”(which is common terminology for a bulk fuel of 80 LV-% conventionaldiesel fuel plus 20 LV-% Biodiesel (soy methyl ester)), the soy methylester does not separate from the conventional diesel fuel at −20 degreesF. This surprising result may be due to the invented additive being asuspension agent between the esters and the hydrocarbons. This benefitmay extend to very low temperature, such as −40 degrees F., wherein theadditive may act as an anti-gel/anti-separation agent for diesel fuels.

Example XXIII Cold Temp Properties vs. Concentration of Additive inBiodiesel Additive:

Several additives were blended in the following ranges and tested inBiodiesel:

C-400-C calcium sulfonate 40%  PAO 20-30% Castor Oil 10-15% SulfatedCastor Oil (“75% sulfated”) 5% Jojoba or similar wax oil/ester 2% SME16-20% RHO-MAX-310 ™ 2-3% pour point depressant

Results:

On average, one fluid ounce of the additive added to 10 gallons B-100biodiesel resulting in the treated biodiesel being liquid at 20-25degrees F.

On average, one fluid ounce of the additive added to 5 gallons B-100biodiesel resulting in the treated biodiesel being liquid at 10 degreesF.

On average, one fluid ounce of the additive added to 2 gallons B-100biodiesel resulting in the treated biodiesel being liquid at minus 20degrees F.

From the Examples and the foregoing discussion, one may see that a widerange of additive formulations are within the scope of the invention.Formulations of particular interest may be described as comprising:

Calcium-Containing Component, 30-50 LV % preferably calcium sulfonateand/or calcium carbonate PAO 0 LV % Castor Oil and supplements 40-60 LV% Fatty acid ester as suspension agent 1-4 LV % -- OR --Calcium-Containing Component, 30-50 LV % preferably calcium sulfonateand/or calcium carbonate PAO 15-30 LV % Castor Oil and supplements 30-50LV % Fatty acid ester as suspension agent 1-4 LV %

While many additives may comprise the above components and percentages,some embodiments may consist of the above components and percentages(that is, totaling 100 LV % with no additional ingredients).

Of particular interest and benefit is that embodiments of the inventedcompositions of matter have been shown to reduce harmful emissions fromcombustion fuels (gasoline, diesel, biodiesel, and gasoline-ethanol) andto increase miles per gallon performance. Embodiments of the additives,and methods of using them in fuels, may reduce NOx, VOC's, HC, smoke andodor from combustion fuels, with NOx emissions being particularlyimproved by additives according to embodiments of the inventioncontaining PAO, and with smoke and odor being particularly improved indiesel applications according to embodiments of the invention. Theinventors believe, therefore, that automobile, bus, truck, airplane,train, heavy equipment, generators, etc. benefit from the inventedadditive.

The inventors believe that there is a synergistic effect from theinvented composition of matter, specifically, treatment of the metalengine surfaces and improvement of combustion characteristics thattogether result in greatly improved and cleaner engine performance. Theimmediate effect is seen in terms of reduced harmful and unpleasantemissions, and the longer-term effect is seen in that metal surfacesappear to be changed, at least temporarily, so that an engine run withthe invented additive in its fuel continues for a time to exhibitimproved performance (compared to pre-additive operation) even whenchanged back to the original (pre-additive) fuel.

Although this invention has been described above with reference toparticular means, materials and embodiments, it is to be understood thatthe invention is not limited to these disclosed particulars, but extendsinstead to all equivalents within the broad scope of the followingclaims.

1. An additive for fuels and lubricants for improving combustion engineemissions and fuel mileage and improving lubricity, the additivecomprising: a calcium-containing component; a castor oil; and asuspension agent; wherein said suspension agent is a fatty acid esterwith a melt point between 5-50 degrees C.
 2. An additive as in claim 1,further comprising a castor supplement/partial replacement componentsselected from the group consisting of: sulfated castor oil, soy methylester, canola oil, and pour point depressant.
 3. An additive as in claim1, further comprising polyalphaolefin as a fourth component.
 4. Anadditive as in claim 1, wherein said calcium source is selected from thegroup consisting of: calcium sulfonate, overbased calcium sulfonate, andcalcium carbonate.
 5. As additive as in claim 1, wherein said suspensionagent is selected from the group consisting of: fatty acid esters,triglycerides fatty acid esters, waxy esters of ricinoleic acid, palmoil, palm-olein, coconut oil, and jojoba oil.
 6. An additive for fuelsand lubricants for improving combustion engine emissions and fuelmileage and improving lubricity, the additive comprising: 10-50 LV %calcium-containing component; 10-60 LV % castor oil and castorsupplements component selected from the group consisting of castor oil,sulfated castor oil, soy methyl ester, canola oil, and pour pointdepressant; and 1-25 LV % suspension agent, wherein said suspensionagent is a fatty acid ester with a melt point between 5-50 degrees C. 7.An additive as in claim 6, further comprising polyalphaolefin as afourth component.
 8. An additive as in claim 6, wherein saidcalcium-containing component is selected from the group consisting of:calcium sulfonate, overbased calcium sulfonate, and calcium carbonate.9. An additive as in claim 6, wherein said suspension agent is selectedfrom the group consisting of: fatty acid esters, triglycerides fattyacid esters, waxy esters of ricinoleic acid, palm oil, palm-olein,coconut oil, and jojoba oil.
 10. An additive as in claim 6, wherein saidcalcium-containing component is 30-50 LV % of the additive, said castoroil and castor supplements component is 40-60 LV % of the additive, andsaid suspension agent is 1-4 LV % of the additive.
 11. An additive forfuels and lubricants for improving combustion engine emissions and fuelmileage and improving lubricity, the additive comprising: 10-50 LV %calcium-containing component; 15-75 LV % polyalpholefin; 10-60 LV %castor oil component and supplements selected from the group consistingof castor oil, sulfated castor oil, soy methyl ester, canola oil, andpour point depressant; and 1-20 LV % suspension agent, wherein saidsuspension agent is a fatty acid ester with a melt point between 5-50degrees C.
 12. An additive as in claim 11, wherein saidcalcium-containing component is selected from the group consisting of:calcium sulfonate, overbased calcium sulfonate, and calcium carbonate.13. As additive as in claim 11, wherein said suspension agent isselected from the group consisting of: fatty acid esters, triglyceridesfatty acid esters, waxy esters of ricinoleic acid, palm oil, palm-olein,coconut oil, and jojoba oil.
 14. An additive as in claim 11, whereinsaid calcium-containing component is 30-50 LV % of the additive, saidpolyalpholefin is 15-30 LV % of the additive, said castor oil and castorsupplements components is 30-50 LV % of the additive, and saidsuspension agent is 1-4 LV % of the additive.
 15. A method offormulating and using an additive fuels, lubricants, pour pointdepressants, and cutting fluids, the method comprising: providing acalcium-containing component; blending a suspension agent with saidcalcium-containing component to obtain a blend, wherein said suspensionagent is selected from the group consisting of: fatty acid ester; fattyacid ester with a melt point between 5-50 degrees C.; triglyceridesfatty acid esters, waxy esters of ricinoleic acid, palm oil, palm-olein,coconut oil, and jojoba oil; and after said blending, providing castoroil and mixing the castor oil into said blend.
 16. A method as in claim15, further comprising adding a castor supplement/partial replacementcomponent to said blend after said blending, the castorsupplement/partial replacement component being selected from a groupconsisting of: sulfated castor oil, soy methyl ester, canola oil, andpour point depressant.
 17. A method as in claim 15, further comprisingproviding an effective amount of said additive in a gasoline fuel in avehicle, wherein fuel mileage of the vehicle is increased.
 18. A methodas in claim 15, further comprising providing an effective amount of saidadditive in a diesel fuel in a vehicle, wherein fuel mileage of thevehicle is increased.
 19. A method as in claim 15, further comprisingplacing an effective amount of said additive in a gasoline fuel for acombustion engine, whereby emissions of NOx hydrocarbons, CO, and CO₂from the combustion engine are reduced.
 20. A method as in claim 15,further comprising placing an effective amount of said additive in adiesel fuel for a combustion engine, whereby emissions of NOxhydrocarbons, CO, and CO₂ from the combustion engine are reduced.
 21. Amethod as in claim 20, wherein the diesel fuel is petroleum diesel. 22.A method as in claim 20, wherein the diesel fuel comprises biodiesel.23. A method as in claim 20, wherein the diesel fuel comprises ethanol.24. A method as in claim 15, further comprising adding polyalphaolefinto said blend after said blending.
 25. A method as in claim 24, furthercomprising placing an effective amount of said additive in a gasolinefuel for a combustion engine, whereby emissions of NOx hydrocarbons, CO,and CO₂ from the combustion engine are reduced.
 26. A method as in claim24, further comprising placing an effective amount of said additive in adiesel fuel for a combustion engine, whereby emissions of NOxhydrocarbons, CO, and CO₂ from the combustion engine are reduced.
 27. Amethod as in claim 15, further comprising placing an effective amount ofsaid additive in a cutting fluid, wherein friction is reduced in thecutting operation in which said cutting fluid is used.
 28. A method ofsuspending calcium in a combustion engine gasoline fuel, the methodcomprising: providing a calcium-containing component; blending asuspension agent with said calcium-containing component to obtain ablend, wherein said suspension agent is selected from the groupconsisting of: fatty acid esters; fatty acid ester with a melt pointbetween 5-50 degrees C.; triglycerides fatty acid esters, waxy esters ofricinoleic acid, palm oil, palm-olein, coconut oil, and jojoba oil; at atime later than said blending, adding a castor oil component into saidblend to obtain a mixture; and at a time later than said adding saidcastor oil component to obtain said mixture, placing said mixture intogasoline fuel, whereby the calcium is suspended in the gasoline fuel.29. A method of suspending calcium as in claim 28, further addingpolyalphaolefin to said blend at a time later than said blending andbefore said mixture is placed into the gasoline fuel.
 30. A method ofsuspending calcium in a combustion engine diesel fuel, the methodcomprising: providing a calcium-containing component; blending asuspension agent with said calcium-containing component to obtain ablend, wherein said suspension agent is selected from the groupconsisting of: fatty acid esters; fatty acid ester with a melt pointbetween 5-50 degrees C.; triglycerides fatty acid esters, waxy esters ofricinoleic acid, palm oil, palm-olein, coconut oil, and jojoba oil; at atime later than said blending, adding a castor oil component into saidblend to obtain a mixture; and at a time later than adding said castoroil component to obtain said mixture, placing said mixture into dieselfuel, whereby the calcium is suspended in the diesel fuel.
 31. A methodof suspending calcium as in claim 30, further adding polyalphaolefin tosaid blend at a time later than said blending and before said mixture isplaced into the diesel fuel.
 32. A method as in claim 30, wherein saiddiesel comprises biodiesel.
 33. A method as in claim 30, wherein saiddiesel comprises ethanol.